EP0310997B1 - Elektromagnetische Abstützanordnung - Google Patents

Elektromagnetische Abstützanordnung Download PDF

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Publication number
EP0310997B1
EP0310997B1 EP88116363A EP88116363A EP0310997B1 EP 0310997 B1 EP0310997 B1 EP 0310997B1 EP 88116363 A EP88116363 A EP 88116363A EP 88116363 A EP88116363 A EP 88116363A EP 0310997 B1 EP0310997 B1 EP 0310997B1
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EP
European Patent Office
Prior art keywords
runner
stator
support arrangement
arrangement according
rotor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88116363A
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German (de)
English (en)
French (fr)
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EP0310997A1 (de
Inventor
Manfred Dipl.-Ing. Kessler
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Individual
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Individual
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F6/00—Magnetic springs; Fluid magnetic springs, i.e. magnetic spring combined with a fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/32—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0157—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit non-fluid unit, e.g. electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/03—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using magnetic or electromagnetic means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • B60G2202/422—Linear motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/106—Acceleration; Deceleration longitudinal with regard to vehicle, e.g. braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/202—Piston speed; Relative velocity between vehicle body and wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B60G2500/104—Damping action or damper continuous
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • B60G2500/22—Spring constant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance

Definitions

  • the invention relates generally to an electromagnetic support arrangement and relates in particular to an application of this special electromagnetic support arrangement for wheel suspensions of vehicle chassis or drives.
  • a support arrangement according to the preamble of claim 1 is e.g. known from DE-A-2 442 118.
  • GB-A-974 578 discloses an electromagnetic support arrangement for supporting the control rod of an injection pump against forces which excite the control rod to vibrate.
  • This known electromagnetic support arrangement has a stator with a current-carrying winding and a rotor for rectilinear rotor movements with two permeable rotor iron sections, the excitation current for the stator winding being adjustable.
  • a disadvantage of this arrangement is that the force resulting from the electromagnetic arrangement results from the principle of the attracting opposite poles and acts in the field line direction, the opposite poles attracting one another. The magnitude of the force is unfavorably dependent on the length of the magnetic field lines running in air, which results in a strong non-linear force-path dependency, which precludes the use of this known support arrangement for the realization of linear supporting force characteristics.
  • the current in the field coil must be increased accordingly.
  • small air gap the greatest values for the tractive force and the acceleration. It is also unfavorable that such systems heat up considerably because of the high currents required.
  • supporting wheel suspensions are about a high level of driving comfort and a high level of driving safety, whereby different loading and driving situations that lead to different forms of movement in vehicles, such as rolling, rolling, etc., should be compensated for as completely as possible .
  • Vehicles are caused to vibrate by bumps in the road or rail, which deteriorate driving comfort and driving safety.
  • the vibration builds up in six degrees of freedom.
  • the lift swing, pitch swing and roll swing behavior of the vehicle are of particular importance.
  • DE-C 34 10 473 discloses a suspension system for motor vehicles which is installed between the unsprung and the sprung mass fraction of the vehicle.
  • This spring system consists of a mechanical, pneumatic or hydraulic suspension spring with a positive, relatively high spring rate, a magnetically designed non-linear correction spring with a negative spring rate in parallel to it, which acts in the manner of a dead center spring, with a zero crossing of its spring characteristic and, if applicable, a shock absorber which is also arranged in parallel.
  • the correction spring has a part equipped with permanent magnets on concentrically arranged ring disks, one part of which is connected to the sprung and the other part to the unsprung mass to form a torsion spring.
  • the torsion spring is gradually adjustable by means of a device for level control and spring comfort improvement.
  • the magnetization axes of the permanent magnets are parallel to Direction of movement of the correction spring arranged, resulting in a non-linear characteristic.
  • a disadvantage of the above-mentioned measures is their complex structure and lack of flexibility with regard to the adaptation to different running gear or drives.
  • the use of such improvement measures for running gear or drives has hitherto been limited to special vehicles, such as racing vehicles, and is not suitable for the standard installation in passenger cars.
  • US Pat. No. 3,006,656 discloses an arrangement which operates on the principle of a powder coupling. Due to electromagnetic holding forces, a braking force is generated here that is used for damping purposes, with a non-linear force-displacement relationship being established.
  • JP-A-5751039 is a damping arrangement for rectilinear movements, which is composed of a movable body, a magnetic field generator firmly connected to it, an air gap formed by it and a stationary printed circuit board in the air gap with air slots.
  • the magnetic field in the air gap is generated by current-carrying windings or at least one permanent magnet, and it forms a closed circuit via the pole shoes, the air gap and the stationary circuit board, the surface of the circuit board being perpendicular and rigid to the magnetic field in the air gap.
  • the printed circuit board has numerous air slots with an orientation perpendicular to the direction of movement on, and the circuit board material, which encloses the respective air slot, forms so-called electrical ring conductors.
  • the object of the invention is to make available a universally usable electromagnetic support arrangement in which various linear support force characteristic curves can be implemented.
  • the invention further aims to make flexible vehicle travel or drives available using an electromagnetic support arrangement, which offer high driving safety and high driving comfort in different driving situations.
  • the invention provides an electromagnetic support arrangement comprising at least one stator with a current-carrying winding and a rotor for rectilinear rotor movements with at least one highly permeable rotor iron section which is arranged between sections of different permeability, the rotor being perpendicular to the direction of the winding built up by the winding , between the stator and the rotor magnetic field is movable, the Excitation current can be regulated for each stator winding, the reaction force acting on the rotor acting perpendicular to said magnetic field direction, and the course of the interfaces between the sections to which the reaction force acts is parallel to the magnetic field direction.
  • the excitation current can preferably be changed as a function of at least one control parameter which relates to the relative assignment of the stator and rotor.
  • the invention claims according to claim 1, an electromagnetic arrangement in which the stator, which forms opposite poles, the air gap and thus the magnetic field line length remains constant.
  • the force acting on the rotor is perpendicular to the field line and in the direction of the rotor axis. This force remains linear and constant in a favorable manner and consequently there is a significant improvement in energy consumption compared to other previously known systems.
  • At least one microprocessor with at least one electronic actuator is provided for regulating the arrangement, which controls the excitation current in each stator winding as a function of at least one sensor signal that detects a control parameter.
  • the invention advantageously also provides an electromagnetic support arrangement for wheel suspensions of a vehicle travel or running gear.
  • the excitation current is preferred for each wheel suspension adjustable for each stator winding depending on the speed and / or the level position and / or the acceleration state of the vehicle, whereby, as with the support arrangement in general, the starting position either with a runner with a highly permeable runner iron by an additional element connected in parallel or in series, or in the case of a rotor with at least two highly permeable rotor irons and at least two stators, can be set by controlling the stator winding.
  • the interfaces at which the electromagnetic force acts advantageously run parallel to the magnetic field direction.
  • the air gap or the length of the field line path in air between the poles is independent of the selected movement or stroke length. This means that magnetic induction in rotor travel is independent of the length of movement or the stroke and is only determined by the number of ampere turns that excite the field.
  • the arrangement according to the invention compared to the previously known arrangement discussed at the beginning, can achieve a greater induction in the rotor at the beginning of the stroke and thus also a greater tensile force. Furthermore, in the support arrangement according to the invention there is advantageously a current profile which, owing to its low maximum value per movement path or stroke, i.e. Because of a smaller ratio of the effective value to the arithmetic mean value of the current, the winding copper can be used more cheaply. This is particularly important when considering the support arrangement in terms of energy.
  • the size of the permeability is also important when utilizing the forces at the interfaces.
  • an additional coordination of the conditions is also possible by changing the permeability of the rotor section.
  • the electromagnetic support arrangement according to the invention there is advantageously a constant field line length in the air gap region, the air gap being of a minimal size.
  • the electromagnetic support arrangement it should be noted in particular that there is little eddy current damping and that suitable situations can be used to effectively control vibration situations, particularly in the resonance range of a system supported by the support arrangement according to the invention, in particular in the case of two rotor arms and two stators, by means of antiphase rotor control.
  • an electromagnetic support arrangement with a map can be created in a favorable manner, the lines of action of which can be arbitrarily influenced according to selectable parameters.
  • Examples of a preferred application include not only dynamically loaded bearings, in which excellent level stabilization can be achieved by regulating with a phase curve that runs in opposite phases, but also use, in particular, in vehicle wheel suspensions. In the latter case, it is advantageously possible to create a vehicle chassis or drive with a simple construction, which, by utilizing the electromagnetic force effect, can implement any characteristic curves or operating behavior and for the economical one Installation in series production of vehicles is suitable.
  • the electromagnetic support arrangement can advantageously be used as an electromagnetic spring, which can work with a linear characteristic curve and, with a corresponding change in the excitation current, generates a linear force in order to pull the rotor moving orthogonally to the magnetic field direction into the bore of the stator.
  • the proposed electromagnetic arrangement of at least one stator with a current-carrying winding and a rotor with at least one rotor iron section for rectilinear rotor movements enables a compact and lightweight construction which can easily replace spring-damper arrangements in wheel suspensions previously used.
  • the regulation of the excitation current for the stator winding as a function of the speed of the vehicle allows the spring rate to be adapted in a favorable manner to the optimal conditions required with regard to driving safety and driving comfort at different vehicle speeds.
  • the electromagnetic arrangement according to the invention is capable of favorably influencing the stroke, pitch and roll behavior of vehicles.
  • Body movements resulting from driving are responsible for stimulating vehicle vibrations.
  • the vibration behavior is influenced by the coordination between the spring and the vibration damper.
  • each wheel suspension for the damping has a control depending on the speed of the rotor relative to the stator.
  • a sensor for the speed of the vehicle and a sensor for the rotor speed are provided for each wheel suspension for carrying out the control processes. This makes it possible to take into account the conditions required for each wheel suspension in terms of comfort and driving safety, depending on the speed of the vehicle.
  • each wheel suspension for the level position of the vehicle has a control depending on a signal from a displacement sensor.
  • This advantageously makes it possible to regulate the level of the vehicle independently of the load condition of the vehicle.
  • the level position, the spring rate and the damping characteristics of each wheel suspension of the vehicle drive or running gear can be regulated depending on the speed of the vehicle, whereby a load-dependent correction and thus a level stabilization is achieved when cornering, accelerating and braking.
  • at least one central acceleration sensor is advantageously provided, which detects the acceleration forces from starting and braking and the centripetal forces during cornering.
  • At least one microprocessor with at least one electronic actuator, which controls the excitation current in each stator winding as a function of the sensor signals, is advantageously provided for regulating the arrangement. If this microprocessor receives signals from the acceleration sensor, for example, the more heavily loaded suspension struts can be supported electromagnetically by wheel suspensions. During the start-up or acceleration process, the stiffness of the rear and front struts can be increased by stronger spring characteristics of the electromagnetic springs. Similarly, a vehicle's roll tendency during cornering can be reduced by reinforcing the outer struts and reducing the stiffness of the inner struts. It is it is even possible for the vehicle to counter the centrifugal force in curves.
  • the signals from the various sensors are permanently present at each microprocessor and are called up cyclically.
  • the output signals of the microprocessor represent a function of the sensor signals and identify the setpoint of the excitation current for the stator winding. They are available in digital form and are converted into analog signals in a D / A converter.
  • An actuator amplifies the incoming currents to the setpoint of the magnetic field generating current.
  • the microprocessor follows a calculation rule that results from the specific needs of the user and can be created by any specialist.
  • this calculation rule all force-path dependencies between the stator and rotor can be realized, whereby these force-path dependencies can be influenced by external parameters, which are communicated to the microprocessor by means of sensors.
  • the rotor is cylindrical and has at least one highly permeable rotor iron section which is arranged between non-magnetic plastic sections of the rotor, while the stator has an iron core which is interrupted by a hole for the rotor to form opposite pole pieces whose diameter is larger than the core cross section in the area of the bore, the iron core thickness in the area of the bore being equal to the length of each rotor iron section.
  • Plastic bearing bushes are attached to the stator in front of and behind the bore for guiding the rotor. This results in a particularly compact structure for the electromagnetic arrangement.
  • the rotor preferably has at least one further highly permeable rotor iron section and at least one further assigned stator is provided. This results in further control options since both tensile and compressive forces can be transmitted. In conjunction with the coupled regulation of the stator windings, a lower level position and a higher spring stiffness can advantageously be achieved at higher speeds.
  • a pull and a push stop are also provided.
  • FIG. 1 shows an embodiment of an electromagnetic arrangement consisting of a cylindrical rotor 45 intended for straight-line rotor movements and a stator 46.
  • the arrangement shown serves, for example, to support a stationary machine (not shown), the stator 46 not being attached to a stator device with a base plate supports the illustrated foundation or the like and the runner 45 is connected at its upper end to a support device, not shown, of a machine.
  • the rotor 45 points a rotor iron 47, which is fixed between non-magnetic plastic sections 48 and 49.
  • the rotor 45 is guided in two bearing bushes 50 and 51, which are made of plastic and are fastened to the iron core of the stator 46.
  • an element which defines the starting position of the rotor 45, e.g. B. a suspension spring. If at least two rotor bars and at least two stators are provided, the arrangement itself can define the starting position.
  • the stator 46 consists of a conventional transformer iron core which is interrupted by a vertical bore for the rotor 45 to form opposing pole shoes.
  • the diameter of the bore is larger than the core cross section in the region of the bore, and the iron core thickness in the region of the bore is equal to the length of the rotor iron 47.
  • the section of the approximately rectangular iron core 52 opposite the bore for the rotor is provided with a winding 53, the winding Winding ends 54 and 55 are fed to the outside for feeding excitation current.
  • the direction of movement of the rotor 45 is indicated by an arrow 56.
  • the electromagnetic arrangement of rotor 45 and stator 46 can generally be referred to as an electrical machine for linear rotor movements or as a linear motor.
  • the rotor iron 47 is in the unloaded state and, with the winding current switched on, completely with a small air gap between the two pole shoes, which are formed by the opposite sides of the rotor bore. If an external force now acts on the rotor 45 in the direction of the possible degree of rotor freedom, the magnetic field of the stator 46 formed with an approximately constant field line length forms a reaction force which counteracts the external force and tends to hold the rotor iron 47 between the pole pieces.
  • the magnetic reaction force is mathematically independent of the path.
  • the reaction forces increase with the spring travel. Since the number of ampere turns of the winding is also decisive for the strength of the reaction force, the gradient of the force-displacement characteristic of the arrangement can be regulated by the current strength.
  • the line of action of the reaction force of the magnetic field on the rotor iron is always directed in the axial direction of the pole shoe bore. Accordingly, when the winding current is switched on, the rotor iron section tends to rest in a balanced manner between the pole pieces.
  • the reaction force of the magnetic field is independent of the polarity of the excitation current.
  • Figure 2 shows a schematic representation of the design of a wheel suspension 10 of a passenger car chassis. Only part of the body of the passenger car is shown, which is designated by 11.
  • a wheel 13 is mounted in a conventional manner on a strut runner 12, which together with the strut runner 12 can move in the direction of the body 11 and away from it.
  • a conventional coil spring 14 is mounted parallel to the arrangement according to the invention, which is provided for absorbing the wheel load empty weight forces.
  • the coil spring 14 can advantageously be dimensioned correspondingly smaller when using the support arrangement according to the invention, as a result of which a weight saving is also achieved.
  • an electromagnetic arrangement with a rotor 15 and two stators 16 and 17 arranged one above the other is provided.
  • the rotor 15 is fastened in a manner not shown to the strut rotor 12 and projects vertically upwards through the stators 16 and 17, wherein the upper end of the rotor 15 is exposed.
  • the stators 16 and 17 are fastened to the body 11 of the motor vehicle in a manner not shown.
  • the rotor 15 can move in a straight line through the stators 16 and 17.
  • the rotor 15 is cylindrical and consists, from bottom to top, of a non-magnetic plastic section 18, a highly permeable rotor iron 19, a non-magnetic plastic section 20, a highly permeable rotor iron section 21 and a final non-magnetic plastic section 22.
  • a displacement sensor 23 is also fastened on the strut runner 12 and emits a level signal to a microprocessor 25 via a line 24, said level signal being fastened to the body 11 at a distance.
  • a sensor 26 for detecting the speed of the rotor 15 is arranged in the upper region of the rotor 15 and supplies a rotor speed signal to the microprocessor 25 via a line 27.
  • the speed of the vehicle is detected by a speed sensor 28 and via a signal line 29 to the Microprocessor 25 transmitted.
  • a central acceleration sensor 28a is also shown, the signal of which is connected to the microprocessor 25 via a line 29a.
  • a battery 30 is provided for the power supply, which is connected via a line 31 and the body mass to the microprocessor 25 and via lines 32 and 33 to amplifiers 34 and 35.
  • the microprocessor 25 supplies digital control signals to a D / A converter 38 and 39 via control lines 36 and 37, respectively.
  • the output of the converters 38 and 39 controls the amplifiers 34 and 35, respectively.
  • the amplifier 34 supplies one via the line 40 Excitation current to the winding of the stator 16, the magnitude of the excitation current advantageously being determined by the control signal from the microprocessor which is present in analog form on the amplifier.
  • an excitation current from the amplifier 35 is connected to the winding of the stator 17 via a line 41.
  • the arrangement shown in FIG. 2 has a rotor 15 with two rotor iron sections 19 and 21, which are separated by a non-magnetic plastic section.
  • a stator 16 or 17 is assigned to each rotor iron.
  • the rotor 15 can thus be guided out of the air gap of the stator by the second magnetic reaction force on the stator 17 without external mechanical force. Depending on the excitation of the respective stator windings, the rotor 15 can thus be held in any position.
  • the mode of operation of the electromagnetic arrangement as an adjustable shock absorber is explained in more detail below.
  • the coil spring 14 When the vehicle is at rest, only the coil spring 14 is effective, which absorbs the wheel load empty weight forces. A pull and push stop (not shown) prevents the spring from compressing or deflecting too far. If the electromagnetic arrangement is now activated, the spring rates of the helical spring 14 and the electromagnetic spring connected in parallel add up, and the two reaction forces add up.
  • the microprocessor 25 now regulates the additional electromagnetic component depending on the load condition or load condition of the passenger car and the driving situation, the output signals of the speed sensor 28, the displacement sensor 23, the runner speed sensor 26 and the acceleration sensor 28a together with line 29a characterizing the respective operating situation and constantly at the Microprocessor 25 are present.
  • the microprocessor 25 cyclically calls up and processes the information from the sensors at its inputs.
  • the digital output signals of the microprocessor 25 are converted into analog signals and identify the setpoint value of the current generating the magnetic field for the stator in question.
  • four displacement transducers 23 transmit the level distance between the body 11 and the strut runner 12 to determine the respective target value.
  • damping values for the respective wheel suspensions can also be individually regulated by regulating the current flow to the individual stator windings.
  • the spring characteristics of the electromagnetic spring can thus be adapted to the load situation and the damping requirement in fractions of a second.
  • the acceleration forces when starting off and braking and the centripetal forces during cornering are detected by the central acceleration sensor, the more heavily loaded wheel suspensions being electromagnetically supported by appropriate control on the part of the microprocessor.
  • the microprocessor is able to increase the rigidity of the rear or front wheel suspensions when starting or accelerating due to steeper spring characteristics of the electromagnetic springs.
  • a vehicle's tendency to curl during cornering is reduced by reinforcing the outer wheel suspensions and reducing the rigidity of the inner wheel suspensions.
  • the rotor 15 with its two rotor iron sections 19 and 21 enables both the transmission of tensile and compressive forces.
  • the microprocessor 25 which controls both stator windings coupled, in advantageously a speed-related low level position of the vehicle and a higher spring stiffness can be achieved.
  • the level position of the vehicle be controlled independently of the load condition, but also the level position, spring rate and damping characteristics depend on the speed of the vehicle, while cornering and positive and negative accelerations for each individual wheel suspension, the spring rate and damping characteristics are corrected depending on the load, thereby achieving a level stabilization.
  • the use of the electromagnetic arrangement is not limited to the vehicle area, but can be used in the entire mechanical engineering in cases where level stabilization is to be achieved with simple means and the consequences of changing forces are to be limited.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP88116363A 1987-10-09 1988-10-04 Elektromagnetische Abstützanordnung Expired - Lifetime EP0310997B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873734287 DE3734287A1 (de) 1987-10-09 1987-10-09 Fahrzeugfahr- bzw. -laufwerk
DE3734287 1987-10-09

Publications (2)

Publication Number Publication Date
EP0310997A1 EP0310997A1 (de) 1989-04-12
EP0310997B1 true EP0310997B1 (de) 1994-08-10

Family

ID=6338043

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88116363A Expired - Lifetime EP0310997B1 (de) 1987-10-09 1988-10-04 Elektromagnetische Abstützanordnung

Country Status (4)

Country Link
US (1) US4900054A (enrdf_load_stackoverflow)
EP (1) EP0310997B1 (enrdf_load_stackoverflow)
JP (1) JPH01127403A (enrdf_load_stackoverflow)
DE (2) DE3734287A1 (enrdf_load_stackoverflow)

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* Cited by examiner, † Cited by third party
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US4892328A (en) * 1988-05-27 1990-01-09 Aura Systems, Inc. Electromagnetic strut assembly
US4981309A (en) * 1989-08-31 1991-01-01 Bose Corporation Electromechanical transducing along a path
KR940007210B1 (ko) * 1989-11-29 1994-08-10 미쯔비시 덴끼 가부시끼가이샤 자동차용 현가장치
US5028073A (en) * 1990-01-08 1991-07-02 General Electric Company Dynamic vehicle suspension system including electronically commutated motor
GB9015983D0 (en) * 1990-07-20 1990-09-05 Anvt Europ Limited Electromagnetic actuator
US5263558A (en) * 1990-10-20 1993-11-23 Atsugi Unisia Corporation Electromagnetic strut assembly
US5242190A (en) * 1990-12-24 1993-09-07 Ford Motor Company Unitary sensor assembly for automotive vehicles
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DE3734287C2 (enrdf_load_stackoverflow) 1989-11-23
DE3851027D1 (de) 1994-09-15
JPH01127403A (ja) 1989-05-19
US4900054A (en) 1990-02-13
EP0310997A1 (de) 1989-04-12
DE3734287A1 (de) 1989-04-27

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